Shifting-rail for carriages



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H. MANKEL, Jr.

SHIPTING RAIL FOR GARRIAGES.

Patented June 9, 1885.;

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PATENT HENRY MANKEL, JR-., or MOKEAN, PENNSYLVANIA.

SHIFTING-RAIL FOR CARRIAGES.

EPECIPICATION forming part of Letters Patent No. 319,830, dated June 9, 1885.

Application iiled January 28 1885. (No model.)

Be it known that I, HENRY MANKEL, J r., a citizen of the United States, residing at Mo- Kean, in the count-y of Erie and State of Pennsylvania, have in vented certain new and useful Improvements in Shifting-Rails for Carriage-Seats and their Connections; and I- do hereby declare the following to be afull, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to shifting-rails for carriageseats and their connections; and it consists in the parts and combinations of parts, as hereinafter described, and set forth in the claims.

The invention is illustrated in the accompanying drawings as follows:

Figure 1 is a front view of a carriage-seat provided with one of my sectional rails. Fig. 2 is a plan view of the parts or sect-ions composing the rail. Fig. 3 is a side view showing the manner of connecting the sections of the rail. Fig. 4 is a sectional view showing the manner of connecting the arm-rail to its posts.

The parts shown are indicated by letters of reference as follows: A'is theseat. A is the flaring back and side piece of the seat. A is the backstrip. A A*, and A are the armirons. B B B, 850., are the bracket s,which stay the part A and form thesupports of the rail. 0 G O are the parts or sections of the rail, of which 0 G are the end pieces, and are provided with the necessary pivots c c for the braces and bows of the top, respectively. a aare the back-strip supports.

Other letters marking other parts will be referred to in proper connection hereinafter.

Heretofore shifting-rails have been made, usually, of wrought-iron, and where made in quantities for supplying the trade they have been left in two parts for the user to weld together before using.

The first part of my invention consists in forming the rail of three sections or parts, two of whioh,O O, are end pieces, and are provided with the brace and bow pivots c and 0', while the third part, O,is a plain section of rail which connects the two end pieces. The ends of the parts 0 C and Gwhere they connect together,

duoed much cheaper.

splice-joint, and each part has an eye therein, so that a securing-bolt can pass through both parts, and thus secure them together.

The advantage in having the rail formed of sections is two fold: first, by having extra middle sections,G, of varying lengths in stock, carriage-seats of various lengths can be fitted with rails; and, second, by dividing the rail into sections and providing for their connection together without welding the rail can be made wholly of malleableized cast-iron.

It is not practical to make a whole rail of cast-iron, and then malleableize it, although it is possible to do so; but by dividing the rail into sections there is no difficulty in using as at c and 0 are formed so as to make a malleable cast-iron in place of wrought forged iron, and by so doing the rails can be pro- VVhere the rails are made of wrought metal, they are, as before stated, kept in stock in two parts, and when they are fitted to a seat the ends to be con nected are cut to proper lengths to make the rail fit the seat, and are then welded together.

A rail may be made, as I show,it of wroughtiron as well as cast, and the same advantage secured of being able to fit any seat and attach them to the seat without welding or other work more than inserting the connecting-bolts.

In Fig. 2 middle pieces, 0, of different lengths are shown. The end sections, 0 G, are alike for all seats; but as seats vary in length middle sections, 0, of various lengths should be kept in stock.

The second part of my invention relates to the back-supporting irons and their relation to the rail. The back A is supported by the uprights a a and the arm-braces A A The uprights (Mb, I make of malleable cast-iron, the same as the rail, and their lower ends are formed with a shoulder and round tenon, which pass through the eyes in the splicejoint 0 o of the rail and serve as the connecting-bolts.

In place of making the arm-braces of one piece of wrought-iron, as commonly, I provide studs A and A, of malleable cast-iron, and connect them by a wrought-iron rod, A The studs A are made to be attached to the back A by screws, and the studs A are made to serve as bolts to secure the rail to the for- IOO , ward angle-irons, B. The studs A extend horizontally from the ends of the back strip A Each of the studs have a round head on them, with a flaring eye through it. Fig. 4

5 shows this construction perfectly. The rods forming the arm-braces A are cut the proper length from common bar-iron bent into proper form and pointed at each end, so as to fit in the flaring eyes in the stud-heads, and when in place they are secured by riveting, as seen in Fig. 4. The advantage of this construction over forging the arm-braces of a single bar of metal is, it can be made cheaper, because less metal and time is consumed, and it is stronger r 5 and neater in appearance.

A set of seat-irons will include the three sections of rail, the two uprights a a, and the four studs A A A, and A. These will all be made of malleable cast-iron, preferably, and will be screw-threaded where nuts go on them and provided with nuts. The whole set can be applied to. a seat without any blacksmithing. further than preparing the rods A and riveting their ends. The braces A might 25 be made of malleable cast-iron; but as they can be made cheaper and lighter of wroughtiron I prefer to do so.

It is not necessary that the irons a a A A accompany the rail-irons; but they usually will do so. i

I am aware that shifting rails have been made in three sectionsas, for instance, in

stantially as shown, of the sectional rail 0 C G and back-strip supports a a, adapted, as shown, to form the bolts which secure the sec- 45 tions of rail together.

2. In a carriageseat, the combination, su bstantially as shown, of the sectional shiftingrail 0 G O, the back-strip supports a 0, adapted, as shown, to form the bolts which secure the sections of rail together, and the back-strip braces consisting of studs A A A A and the rods A A, connecting the said studs.

3. In a carriage-seat, the combinatiomwith the back-strip A and the shifting-rail, of the studs A A and A A, andthe arm-braces A connecting said studs, as described.

In testimony whereof I aflix my signature in presence of two witnesses.

HENRY MANKEL, JR.

WVitnesses:

JNo. K. HALLOCK,

ROBERT H. PORTER. 

